Friction Stir Welding (FSW) of Littoral Combat Ship Deckhouse

Structure

Author Name(s): Bruce Halverson, Marinette Marine Corporation & John F. Hinrichs, Friction Stir Link,
Inc.

ABSTRACT

The United States Navy's Littoral Combat Ship (LCS) represents a new direction in military capabilities and ship
design. The LCS's aluminum superstructure and deckhouse reduces weight and lowers the center of gravity of the
ship. Arc welding aluminum is subject to distortion requiring non value straightening activities to be utilized.
Friction stir welding (FSW) a welding process invented in 1991 at TWI in the United Kingdom is a solid state
welding process that has considerably less weld distortion. It results in more affordable fabrication and inspection of
the butt joint weld root. Details of the FSW process development, certification and fabrication of the LCS super
structure and deck house are described. Experience with FSW on the LCS has resulted in a number of new
fabrication ideas and concepts to improve affordability of future LCS and other aluminum ship structures.

Friction Stir Welding (FSW) Background

Since its invention in 1991, the FSW technology has steadily
been enhanced and improved to allow the technology to be used
in an increasing number of production applications. The first
production application was initiated in 1995 by Marine
Aluminum (Hagesund, Norway) and involved the FSW welding
of 6xxx aluminum extrusions to make large panels for decking
of fast ferries. An example of such decking is shown in Figure 1.



Figure 1 Fast Ferries Decking Rolled for Transport

Since this time, the use of FSW expanded into other applications,
with many involving joining of extrusions to form larger panels
for applications such as aluminum rail cars.

More recently the process has expanded into fabrication of more
complex assemblies for the automotive, medical, semi-
conductor, oil and gas industries. To date, most of the
applications have involved welding of aluminum, but in the last
couple of years the first production applications involving FSW
welding of copper and steel have been initiated.

Basic Principles of Friction Stir Welding (FSW)

Friction Stir Welding (FSW) is a solid state welding process
where a machine rotates a FSW tool, plunges, and then traverses
through material of choice and along a joint to form a weld. The
rotation action and the specific geometry of the FSW tool
generates friction and mechanical work of the material which in
turn generates the heat and the mixing necessary to transport
material from one side of the joint line to the other. The process
has significant advantages over other joining technologies and
can be used to weld numerous materials including, but not
limited to aluminum, copper, titanium, steel, magnesium, and
plastic.

Pin
Retreating Side
Leading Edge
Advancing Side
Shoulder
Trailing Edge
FSW Tool
Joint


Figure 2 Diagram of Friction Stir Welding Process


Basic friction stir welding process steps consist of the following:

1. Tool Rotation Starts
2. Plunge Tool into J oint until Shoulder Contacts
3. Tool Traverses along Joint
4. Stop Traverse
5. Retract FSW Tool

Friction stir welding is a solid state joining process that requires
significant forces ranging from 500 to 10,000 pounds. These
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loads applied to the FSW tool require robust support fixturing as
well as high part clamping forces to keep the butt joint together
as the FSW tool engages the weld joint. A hole results when the
FSW tool is retracted from the work piece being welded. A plan
to manage the effects of this range from removing it from the
weldment, to using a plug welding technique to fill the hole as
well as run on and run off tabs.

Typical Friction Stir Weld Joint Designs

Friction Stir Weld joint designs are important for Naval
Architects and Marine Engineers to keep readily available.
Those weld joints shown in Figure 2 are very easily adapted to
friction stir welding. The typical fillet weld used in arc welding
is not generally possible with ordinary friction stir welding tool
designs.


Figure 3 Typical Friction Stir Weld joint Designs

Certification of the FSW Process

Each friction stir welding procedure specification (WPS) must
be documented in accordance with the latest American Welding
Society ANSI/AWS D1.2-XX Structural Welding code -
Aluminum. Procedure Qualification Records (PQR) for each
WPS must be recorded as well. The Certifying Agency will
sign off on both the WPS and PQR for the production
welding of components to meet the design of the ship or LCS
being fabricated. The American Bureau of Shipping (ABS) is
one of the certifying agencies. Dye penetrant inspection of the
weld root as well as radiographic inspection maybe required in
some cases. A production quality sampling plan must be
developed and implemented to insure consistent quality. On the
LCS the ability to inspect the butt joint root is considered
valuable to assuring a weldment of the highest quality. When
aluminum panels are made by friction stir welding extrusions
together, the extrusions must be checked to be sure they meet
the specifications that will result in a panel that will not cause
extra non value operations to be performed on the shop floor.
One plan is to sample initially at a high frequency and reduce
the number of production weld samples as the process becomes
stable. In the case of the LCS, a test specimen was removed
from the end of a weld on every third panel and finally every
fifth panel welded. The test specimen provided for a joint
tensile and a root bend test with the specimen containing the
FSW tool hole at end of the weld being discarded. Production
friction stir welds can have undesirable flash due to thickness
variation of the extrusion. Flash can be removed by grinding,
disc sanding or other appropriate means. Flash generally does
not affect FSW strength; however, it may cause workers to be
cut or scraped causing injury. Friction stir welds up to fifty feet
long can be produced. Length and width of FSW extruded
panels is often dictated by the logistics of getting the panel from
the FSW provider to the shipyard.

Construction of the LCS Super Structure

Flatness of the friction stir welded panels proved to be valuable
to build the LCS Deckhouse and eliminated non value added
straightening operations. Handling and storage of FSW panels
is a critical operation if the flatness is to be maintained. One
improper lift or improper blocking when stacking can induce
permanent distortion. Planning the workspace in advance of
production start is essential to success. Design details such as
width of panels between deep stiffeners should be considered to
maximize the ability of the structure to help hold the flatness
and desired shape. The Keel laying ceremony was J une 2, 2005
on LCS and the aluminum deckhouse structure was started then
also. The initial phases of the LCS deckhouse taught hard
lessons on many shop practices that worked on steel, but were
marginally useful on aluminum. Gas Metal Arc Welding
(GMAW) has been the preferred process to date when welding
aluminum. The application of GMAW to the panels was
required to produce the panel width in excess of the FSW panels
that had to be transported to the shipyard. GMAW has the three
modes of distortion common to most arc welding methods.
Transverse shrinkage occurs across the width of the panel and
causes difficulty fitting frames over the stiffening members.
Longitudinal shrinkage causes puckering of the panel along
the length of the weld seam. Rotational distortion also causes
puckering of the panel but is evidenced on a local basis
between framing members. Welding sequences, minimizing heat
input and other factors can help control these three modes, but
distortion will still be a major cost driver. J oint design is also a
factor in reducing distortion. To help hold shape and reduce cost
a lap joint was designed that would be fillet welded on each side.
The lap or backing was made in the extrusion and added to the
edge of panels during the FSW production runs. This type of
joint produced the least amount of distortion during prototype
weld testing. When compared to a full penetration butt weld the
distortion was about 60% of what was encountered during butt
welding. Strength considerations of the lap joint were examined
and considered adequate for the design. When production
welding started it was rapidly apparent the even the 60%
distortion factor of the lap joint was a problem. Clamping of
panels and using weights to hold flatness could reduce the
distortion, but total elimination was not possible. Many initial
lap joints puckered in the length direction from overall
shrinkage. Rotational distortion at the ends of panels once
released became a problem. Panels would spring up or
downward when released due to residual stress from the
GMAW process. In some areas the panels encountered 20
millimeters of distortion when measured between frames. This
required cutting the GMAW welds out, re-fairing the area, then
re-welding with GMAW in a skip weld pattern to reduce heat
input and distortion. The longer the weld length with GMAW
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the more areas that puckered due to residual stress induced
distortion. FSW does not seem to have a problem in this respect.
The length of the joint up to 50 feet as observed remained flat. It
was observed that panels with extruded shapes such as Tees
reduced the distortion encountered with GMAW. The flat-bar
type panels were the most rework intensive with a 20% factor
being encountered as an average. There were also times where
panel assemblies were erected into the module and during the
fitting process areas distorted. When welding the GMAW
erection joints these areas expanded if not carefully monitored
and controlled by skip welding or other techniques. Rework at
this phase was costlier due to the scaffolding or man-lift
required to safely accomplish the work. The resulting deckhouse
fabrication modules were within tolerance and the end result
was pleasing to the eye. GMAW joints still could be picked out
at a distance due to some rotational distortion, but overall
flatness was achieved. The specific standards are contained in
the ABS Naval Vessel Rules 2005, and the LCS Ship
Specification document. The interior panels were thinner due to
design and distortion was harder to control due to that factor.
The deckhouse structure above main deck is all aluminum
joined with a bimetallic joint. It includes the hanger bay for two
aircraft and other equipment. This area was also harder to
control due to the minimal framing support that could be
provided and maintain the open envelope for aircraft movement.
The Navy sponsored research programs in FSW and now the
concepts have been proven in a full scale structure. More
improvements can be attained and designs can be adjusted to
make full use of FSW to maintain flatness and reduce weight.

Affordability Improvement Ideas

One idea to improve affordability would be to fabricate standard
structural shapes such as "Tees", "I" beams, and channels. In
the case of fabricated "Tee"s the stem of the "Tee" could have
pre-punched holes or other cut out shapes. This would eliminate
cutting holes in pre-fabricated panels on the shop floor. Sheet
also has better and consistent thickness repeatability. Another
way to improve affordability is to manufacture panels by using
roll formed or press brake formed hat sections FSW welded to
sheet.


















Hat or other formed shapes could be filled with insulation to aid
in designing for improved fire protection. Friction stir welding
does not degrade or produce fumes from most insulating
materials. A major affordability improvement could be realized
with a portable friction stir welding machine transported to the
shipyard and operated by the FSW contractor in conjunction
with shipyard personnel. This could reduce shipyard capital and
permit FSW welding of aluminum panels to size. Erection joints
could be planned to allow access for the portable FSW machine.
This would further reduce distortion in the final ship structure
and reduce erection rework costs considerably. Panels FSW
welded to the correct length and width could eliminate GMAW
weld costs and distortion as well as reduce scrap.

Conclusions:

1. Friction stir welded aluminum panels are very flat.
2. Friction stir butt weld root is clearly visible for inspection.
3. Gas Metal Arc Welds used to join aluminum panels cause
distortion.
4. Extrusions must be checked to be sure they are within
specification.
5. Lower welding costs can be realized with friction stir welded
panels.
6. In shipyard FSW equipment can lower capital investment
and reduce aluminum panel cost with large panels made to
suit.
7. Fabricated aluminum panels from sheet and formed hat
shapes could reduce costs.
8. Fabricated panels with hat shaped sections can be filled with
insulation to control fire hazards.

Acknowledgements:

The Authors would like to thank Mr. Lee Kvidahl, for his
review, Mr. Don Haydock of the American Bureau of Shipping
and J ohnnie Deloach of NAVSEA for their input and support,
and Ms. Heidi Headman and Ms. Nancy Witt for administrative
help as well as Christopher B. Smith, Friction Stir Link, Inc.

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